ATBECHDEDKESFRGBGRITLILUNLSEMCPTIESILTLVFIROMKCYALTRBGCZEEHUPLSKBAHRIS..MTNORSMESM..................
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JDIM360 Ver 1.28 (29 Oct 2014) - 1100000/0
2998557
EUROPEAN PATENT APPLICATION
A1
20160323
EP
14382349.0
20140917
es
en
en
20160323
201612
20160323
201612
F02K 3/06 20060101AFI20150327BHEP
F02K 5/00 20060101ALI20150327BHEP
F02C 6/20 20060101ALI20150327BHEP
de
Flugzeughybridmotor
en
Aircraft hybrid engine
fr
Moteur hybride d'aéronef
1a
Airbus Operations, S.L.
101181618
EP-1321
Avda. John Lennon s/n
28906 Getafe Madrid
ES
Bailey Noval, Nicolás
Airbus Operations, S.L. Avda. John Lennon s/n
28906 Getafe
ES
Llamas Sandín, Raúl
Airbus Operations, S.L. Avda. John Lennon s/n
28906 Getafe
ES
Elzaburu S.L.P.
101424392
C/ Miguel Angel, 21
28010 Madrid
ES
AL
AT
BE
BG
CH
CY
CZ
DE
DK
EE
ES
FI
FR
GB
GR
HR
HU
IE
IS
IT
LI
LT
LU
LV
MC
MK
MT
NL
NO
PL
PT
RO
RS
SE
SI
SK
SM
TR
BA
ME
Propulsion engine (10) comprising at least a first propulsion unit (11) including a first fan (13) encased by a geared ring and a gas turbine engine (15) driving a first shaft (17) connected to the first fan, at least a second propulsion unit (21) including a second fan (23) encased by a geared ring connected to a second shaft (27) operatively coupled to an electric machine (25) and at least an electric storage device (41) connected to it. Said geared rings are configured to transmit torque between the fans so that they can rotate in conjunction (directly or through an intermediate gear) when they are driven by at least one of said first and second shafts. The propulsion engine is arranged for controlling the torque to be supplied to the assembly of the first and second fans by the gas turbine engine and/or by the electric machine acting as a motor or as a generator.

FIELD OF THE INVENTION
This invention relates to propulsion engines and more particularly to hybrid engines for commercial aircraft.

BACKGROUND OF THE INVENTION
Fuel efficiency and more use of electric power are current trends in the aeronautical industry for commercial, military and utility aircraft, including unmanned air systems.
The fuel efficiency of conventional turbofan engines has improved significantly through the increase of the by-pass ratio, leading to engines of very large diameter which complicate their integration in the aircraft. The maximum power of conventional turbofan engines is generally determined by take-off or end of climb requirements and therefore the engine core is oversized for cruise.
The rapid development of more efficient and capable electric motors and batteries has prompted substantial research into the application of electric propulsion to aerospace vehicles.
Given the large variation of power required in the different phases of flight various proposals have been made to use a combination of electric and thermal engines for take-off and climb and purely electric flight for the cruise phase, which requires substantially less power. The most common arrangement of hybrid propulsion systems is to use the thermal engine to drive an electrical generator to supplement the electrical power supplied by the batteries to the electric motors which drive fans or propellers.
US 8,324,746 discloses a hybrid engine comprising a jet engine arranged for the transmission of torque to a rotor (whether a fan or a propeller) by means of a shaft, an electric generator arranged to be driven by said shaft and an electric motor arranged to be driven by the output of said generator for selective application of torque to the rotor and a clutch arranged in the path between the shaft and primary rotor selectively operable to mechanically disconnect the shaft from torque transmission with the rotor such that the rotor can be driven by any combination of the turbine and/or the electric motor.
US 8,596,036 discloses a hybrid propulsive engine comprising a jet engine and a device for extracting energy at least partially in the form of electric power from the jet engine and converting at least a portion of the electric power to torque in an electric motor to drive a rotor.
A disadvantage of these hybrid engines is that they require a specific and powerful generator on the jet engine to drive the electric motor. Another undesirable characteristic is that the electric motors must be able to produce all the thrust even for the flight regimes requiring the maximum power and are, therefore, oversized for the cruise condition.

SUMMARY OF THE INVENTION
The invention provides a propulsion engine comprising at least a first propulsion unit including a first fan encased by a geared ring and a gas turbine engine driving a first shaft connected to the first fan, at least a second propulsion unit including a second fan encased by a geared ring connected to a second shaft operatively coupled to an electric machine and at least an electric storage device connected to the electric machine. Said geared rings are configured to transmit torque between the fans so that they can rotate in conjunction when they are driven by at least one of said first and second shafts. The electric machine of the second propulsion unit is arranged for actuating in combination with the electric storage device whether as an electric motor extracting energy from the electric storage device to drive the second shaft or as an electric generator extracting the mechanical energy of the second shaft when is driven by the second fan to charge the electric storage device. The propulsion engine also comprises control means connected to the gas turbine engine, to the electric machine and to the electric storage device for controlling the torque to be supplied to the assembly of the first and second fans by the gas turbine engine and/or by the electric machine acting as a motor and for controlling the charge of the electric storage device by the electric machine acting as an electric generator.
In an embodiment, the propulsion engine also comprises an intermediate gear between the first and second fans to transmit the torque between them, said intermediate gear being connected to a linear actuator for engaging/disengaging the mechanical connection between the first and second fans. Its disengaging may be needed in case of, for instance, a mechanical failure of one of said fans.
In an embodiment the propulsion engine also comprises at least a third propulsion unit including a third fan encased by a geared ring arranged to rotate in conjunction with the first and second fans of the first and second propulsion units.
The propulsion engine of the invention is particularly intended for aircraft but can also be used by other vehicles.
Other characteristics and advantages of the present invention will be clear from the following detailed description of embodiments illustrative of its object in relation to the attached figures.

BRIEF DESCRIPTION OF THE DRAWINGS
- Figures 1a and 1b are, respectively, schematic plan and frontal views illustrating an embodiment of the hybrid engine of the invention with two propulsion units. Figure 1c is a plan view illustrating an embodiment including intermediate gears for engaging/disengaging the two propulsion units.
- Figures 2a and 2b are, respectively, schematic plan and frontal views illustrating an embodiment of the hybrid engine of the invention with three propulsion units.

DETAILED DESCRIPTION OF THE INVENTION
In the embodiment shown in Figures 1 a and 1 b, the propulsion engine 10 is a multi-fan engine housed in a nacelle 20 comprising:
- A propulsion unit 11 in the right side having a first fan 13 encased by a geared ring 19 and a combustion engine 15 housed in a fairing 12 including at least a compressor, a combustion chamber and a turbine driving a first shaft 17 connected to the first fan 13.
- A second propulsion unit 21 in the left side having a second fan 23 encased by a geared ring 29 connected to a second shaft 27. The second shaft 27 is also coupled to an electric machine 25 housed in a fairing 22 and connected to an electric storage device 41, such as a battery, located externally to the fairing 22.
- Control means for controlling the operation of the propulsion engine 10.
As the first and second fans 13, 23 of the first and second propulsion units 11, 21 are coupled mechanically through the geared rings 19, 29 both fans 13, 23 provide thrust when the combustion engine 15 or the electric machine 25 or both are delivering power. No direct electric connection is required between the combustion engine 15 and the electric machine 25 and no specific generator is required in the combustion engine 15. The electric machine 25 can act in a reversible way as a motor to drive the second shaft 27 or as a generator to charge the electric storage device 41 driven by the power from the combustion engine or by the free rotation of the fans under aerodynamic forces in the descent phases of the flight.
The electric storage device 41 may be also connected to the electric power system of the aircraft if it is envisaged that the production of electric power in the second propulsion unit 21 can be greater than the consumption. As is well known there is an increased demand of electric power in aircraft as a consequence of substitutions of conventional equipment which depend on pneumatic, mechanic and hydraulic power by equipment that depend on electric power which provide a better system performance due to increase of reliability, less maintenance, and efficiency on energy.
The control means are arranged for operating the propulsion engine 10 in one of the following operation modes.
In a first mode of operation the propulsion engine 10 is actuated by the combustion engine 15 and the electric machine 25. The assembly of the first and second fans 13, 23 is driven by the torque provided by the first shaft 17 and the second shaft 27 to produce thrust. The electric machine 25 acts as an electric motor fed by the electric storage device 41 to drive the second shaft 27. This mode of operation would be used in all flight conditions requiring a high thrust.
In a second mode of operation, the propulsion engine 10 is actuated by, only, the combustion engine 15. The assembly of the first and second fans 13, 23 is driven by the torque provided by the first shaft 17 to produce thrust. On the other hand the mechanical energy of the second shaft 27, driven by the second fan 23, is converted into electric energy by the electric machine 25, acting as an electric generator, and stored in the electric storage device 41. This mode of operation would be used when the electric storage device 41 needs to be charged and the flight conditions do not require an extra-thrust provided by the electric machine 25 acting as a motor.
In a third mode of operation, the propulsion engine 10 is actuated by, only, the electric machine 25. The assembly of the first and second fans 13, 23 is driven by the torque provided by the second shaft 27 to produce thrust. The electric machine 25 acts as an electric motor fed by the electric storage device 41 to drive the second shaft 27. This mode of operation, which is also a more silent mode, would be used in those flight conditions not requiring the thrust provided by the combustion engine 15 -for example in cruise and final approach conditions- and when the electric storage device 41 has a suitable level of charge.
In a fourth mode of operation the combustion engine 15 and the electric machine 25 are in power off mode, i.e. not delivering power to their respective fans 13, 23. The assembly of the first and second fans 13, 23 is driven by, only, the incoming air and the mechanical energy of the second shaft 27 driven by the second fan 23 is converted into electric energy by the electric machine 25, acting as an electric generator, and stored in the electric storage device 41. This mode of operation would be used to charge the electric storage device 41 in flight conditions not requiring the propulsion engine 10. In this mode of operation the propulsion engine 10 can therefore be used as a source of energy to perform the function of a Ram Air Turbine.
The embodiment shown in Figure 1c incorporates an intermediate gear 51 to connect the first and second fans 13, 23 encased by geared rings 19, 29. The intermediate gear 51 can be pulled back by means of a linear actuator 53 so that the power transmission between the first and second fans 13, 23 can be disengaged in cases, for example, of blade rupture, mechanical failure or any other reason.
The first and second fans 13, 23 of the propulsion engine 10 can have the same size as represented in Figures 1 a and 1 b or a different size for meeting particular needs.
In the embodiment shown in Figures 2a and 2b the propulsion engine 10 also includes a third propulsion unit 31 comprising a third fan 33 encased by a geared ring 39 arranged to rotate in conjunction with the first and second fans 13, 23 of the first and second propulsion units 11, 21. Intermediate gears between the first and second fans 13, 23 and between the first and third fans 13, 33 may be incorporated to the propulsion unit for allowing their engaging/disengaging. The control means are arranged for operating the propulsion engine in similar operation modes to those described above.
Although the present invention has been described in connection with various embodiments, it will be appreciated from the specification that various combinations of elements, variations or improvements therein may be made, and are within the scope of the invention as defined by the appended claims.
1. A propulsion engine (10) comprising:
- at least a first propulsion unit (11) including a first fan (13) and a combustion engine (15) driving a first shaft (17) connected to the first fan (13);
- at least a second propulsion unit (21) including a second fan (23) connected to a second shaft (27) operatively coupled to an electric machine (25);
- at least an electric storage device (41) connected to the electric machine (25);
characterized in that:
- the first and second fans (13, 23) of the first and second propulsion units (11, 21) are encased by geared rings (19, 29) configured to transmit torque between the fans and are arranged to rotate in conjunction when they are driven by at least one of said first and second shafts (17, 27);
- the electric machine (25) of the second propulsion unit (21) is arranged for actuating in combination with the electric storage device (41) whether as an electric motor extracting energy from the electric storage device (41) to drive the second shaft (27) or as an electric generator extracting the mechanical energy of the second shaft (27) when is driven by the second fan (23) to charge the electric storage device (41);
- the propulsion engine (10) also comprises control means connected to the combustion engine (15), to the electric machine (25) and to the electric storage device (41) for controlling the torque to be supplied to the assembly of the first and second fans (13, 23) by the combustion engine (15) and/or by the electric machine (25) acting as a motor and for controlling the charge of the electric storage device (41) by the electric machine (25) acting as an electric generator.
2. A propulsion engine (10) according to claim 1, further comprising an intermediate gear (51) between the first and second fans (13, 23) to transmit the torque between them, said intermediate gear (51) being connected to a linear actuator (53) for engaging/disengaging the mechanical connection between the first and second fans (13, 23).
3. A propulsion engine (10) according to any of claims 1-2, also comprising at least a third propulsion unit (31) including a third fan (33) encased by a geared ring (39) arranged to rotate in conjunction with the first and second fans (13, 23) of the first and second propulsion units (11, 21).
4. A propulsion engine (10) according to claim 3, further comprising an intermediate gear (51) between the third fan (33) and the first or second fan (13, 23) to transmit the torque between them, said intermediate gear (51) being connected to a linear actuator (53) for engaging/disengaging the mechanical connection between the third fan (33) and the first or second fan (13, 23).
5. A propulsion engine (10) according to any of claims 3-4, wherein said third fan (33) is arranged at one side of the first fan (13).
6. A propulsion engine (10) according to claim 3, wherein said first, second and third fans (13, 23, 33) have the same diameter.
7. Aircraft having at least a propulsion engine (10) according to any of the preceding claims.
EP-1321
EP
14382349.0
Airbus Operations, S.L.
1a
DH
20150407
F02K
F02C
F01D
B64D
US
2006185346
A1
ROLT ANDREW M [GB]
20060824
A
1-7
* paragraph [0062] - paragraph [0065]; figure 3A *
US
2006254255
A1
OKAI KEIICHI [JP] ET AL
20061116
A
1-7
* paragraph [0044] *
* paragraph [0072] - paragraph [0075]; figures 1,5 *
US
8324746
B2
BRADBROOK STEPHEN J [GB]
20121204
A,D
1-7
* column 5, line 25 - column 7, line 35; figure 2 *
Robelin, Bruno
The Hague
20150326
US
2006185346
A1
20060824
GB
2400411
A
20041013
US
2006185346
A1
20060824
US
2007051091
A1
20070308
US
2006254255
A1
20061116
JP
4092728
B2
20080528
JP
2006205755
A
20060810
US
2006254255
A1
20061116
US
8324746
B2
20121204
CA
2692068
A1
20100902
EP
2226487
A2
20100908
US
2010219779
A1
20100902

REFERENCES CITED IN THE DESCRIPTION
This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

Patent documents cited in the description
- US
8324746
B
[0006]
- US
8596036
B
[0007]